Brake valve



' Dec. 27, 1927. 1,653,842

I. O. G. DROLSHAMMER BRAKE VALVE Original Filed July 22, 1922 2 Sheets-Sheet 1 Fig.1.

Y Jafenfar: Ma OLAF GEORG DROLSHAMMER,

Dec. 27, 1927. 1,653,842

I. O. G. DROLSHAMMER BRAKE VALVE Original Filed July 22, 1922 2 Sheets-Sheet 2 1) ,VAK OLAFGEORGDROLSHAMEQ, J

Patented 27-, 19.2?!

031A]? GEOBG DROLSIMRMMEH, Q HAMAR, NORWAY.

BRAKE VALVE.

Application filed. July 22, 19%, Serial No. 576,892, and in Germany April it, 292

Renewed October 14,

The present invention relates to improvements in drivers brake valves for regulating the action of the compressed air brakes used by railway trains, engine cars and the .ilr The object of this drivers brake valve among other things, is regulate the air pressure in the brake so that it corresponcs to the bl'tlkx, action wanted. By the known constructions of drivers brake valve this object is obtained by the locomotive driver through instinctive adjustment of the stop and regulating cock of the drivers brake valve allows enough air to pass out of the main air pipe or to pass into the pipe from the main air receiver (in which there is a constant higher pressure than in the main pipe) until the necessary pressure in the main pipe for obtaining the necessary brake action is obtained.

The pressurein the main air pipe is controlled by means of a manometer and is regulated by allowing the conuaressed air to pass alternately in and out. According to the degree of leakiness, which is dependent on the length of the train and on the state of the braking: devices, the engine driver must operate the cock correspondingly in order to maintain a sufficient high pressure. By the known drivers brake valves, it is not possible to adjust automatically and maintain the pipe pressure constant during the braking, so the regulating of the pipe pressure ishiade by the engine driver, who, as before stated, instinctively allows the compressed air to pass in and out alternately.

This method of adjustment of the pre, sure requires the driver to be very skillful and attentive, and therefore under certain circumstances is a great danger to the safety of railway trallic because the engine driver must divide his attention between the control. of the manometers of the main air pipe, the boiler, the adjustment of the engine on one side. and the observation of the signals and the length conditions on the other side.

Thc known dr vers brake valves also have the disadvanta e hat in the main air pipe an increasci'lpre sure above the normal sure of 5 atmospheres can easily arise. which is strictly Forbidden as it badlv atlects the brake (see for instance. the oillcial service directi for the Westinghouse brake and .iUlfli brake). An increased I I l A air rape by norm trailic cannot be avoided, as has beenshown by demonstration-experiments.

By the known drivers brake valves, for instance, of the l v estinghouse type, a pipe regulator is used, which, when the regulating cock is in driving position one with the brake released, maintains constant the normal pipe pressure of live atmospheres. Consequently, only the normal pipe pressure of five atmospheres is regulated and that only when the regulating cock is in driving position. In each other position the regulating does not act. Therefore, the above disadvantages are present.

The operating of the known drivers brake valves also is circumstantial, as the regulating cock according to the necessity must be brought into the following positions:

. Filling and releasing position. Driving position.

. Closing position.

. Driving braking position.

Emergency braking position.

The present invention which relates to a drivers brake valve, is very simple com pared with the valves heretofore known and the invention has for its object to facilitate the adjustment of the necessary pressure in the main air pipe and to prevent the pressure from being; excessive or from being exhauiwed when this has not been intended. A ccording to the invention this is obtained by having; the pressure in the main air pipe influenced by a pressure regulating; device which automatically regulates the volume of air passing in and out in such a manner, that each position 01. the operating lover or the like for the drivers brake valve always corresponds to a certain pressure in the main air pipe. The other adjustments and changes of the air channels respectively, which are necessary in order to obtain the regular operation of a compressed air brake device. are the usual adjustments, namely. the adjustment of (1) the filling); position,

'(2) driving position, (3) the closing posh tion, and these are obtained by moving the operating; lever in. a different plane. Each of the two movements taking; place in the different planes, is independent of the other. .lln order to prevent the pressure in the main air pipe from being; maintained constant by he pressure regulator when t a re ernergeney each: is on the e takes place by opening the emergency brake cock, in spite of the pressure regulator.

In order to remove certain other disadvantages trom existing constructions .of drivers brake valves, the moving space of the operating lever according to this invention is'limited in such a manner that acertain maximum pressure and a certain minimum pressure in the main air pipe cannot be exceeded whereby an excessive pressure "'11 the main air pipe or an exhaustion of the braking force is prevented, also the greatest braking force admitsa sufficient volume of air automatically when the pressure in themain air pipe is reduced owing to leakiness in the braking devices, etc.

With the new compressed air brakes having one chamber of the present invention, an excessive pressure in the main air pipe above the normal pressure of five atmospheres has no badeti ect as was hitherto the case, which is desirable when driving down hill because by an excessive pressure in the main air pipe and in the auxiliary air receiver the action of the brake is cons derably improved without influencingthe braking force, etc, n the least. This follows because the pressure in the auxiliary air receiver does not act on the brake regulating valve, as is the case in prior constructions. Therefore, the object of the present invention is to allow an excessive pressure in the main air pipe, when in the present case this is desirable and to allow a sudden, complete exhaustion of themafn air pipe when this happens to be desired.

Railroads permit that the maximum braking force on a. freight car exist for a much ing to otlicial reports is about six seconds and for a freight car brake about thirty-five seconds.

The present invention has for its object to remove the necessity of adjusting each brake regulating valve in the Whole train, by having the valve of this invention so constructed that the times for reduction and increase of lating valves for they determine the braking time which i' s dependent on the pressure variation and on the time in which the variation is taking place.

For regulating the inlet and outlet speeds of the driveris brake valve there are placed throttle devices of a suitable construction in the inlet and outlet channels 01' the drivers brake valve,ivhicl1 throttle devices collectively or separately can be operated by hand.

The invention also has for its object to eliectively brake an unloaded train without adjusting each brake regulating valve correspondingly, which is necessary by the brakes hitherto known. This is obtained by having the moving space for the operating lever :tor the drivers brake valve limited by meansot a stop device of a suitable construction, for instance a screw, a tap or the like, so that a reduction of the normal pipe pressure, say oi only 0.85 atmosphere. corresponding to a brake pressure oi 1.5 atmospheres, can be obtained, .111 l as in loaded are where a reduction of the pipe pressure of 1.5 atn'1ospheres corresponds to a brake pressure of 3.5 atmospheres.

Thus the same results are obtained as by using vacuum brakes by which in an uuloaded train, the *acuum is reduced i'rou'i about 60 cm. to about 30 our, whereby the braking force, without :uljustrucnt oi the brake regulating valves, eorrcspoudiugly reduced. This generally is considered as a very great advantage over the cou'uu'osstul air brakes. The pres ut invention lunvcnrer, makes the some possible with compressed a r brakes which have the great advantage that they are acting with a much higher pressure than the vacuum brakes.

In the accompanying drawings are shown, diagranunutically. several n'ial'iuurs ot' (.ll'- ryiug out the invention.

Figure 1 shows diagrauuuutically one an rangcn'leut of the drivefshrului valve:

Figs. 2, 3 and i show diilercnt positions ofthe closing device.

Figs. 5, 6 and 7 show a special manner of execution or modification of the invention, Fig. 5 showil'ig the driver's brake valve in section, Fig. 6 .a plan view ol the same, partly in section on the upper part. and Fig. 7 a side view ol a part of the same in section, vertically on the section in Fig.

Figs. 8, 9 and 10 are horizontal sectional Fig. 3

views showing the cock 6 in different operating positions, namely, Fig. 8 shows the cock when its operating handle or valve (Z is in the position I indicated in Fig. 6; Fig. 9 shows the cock e when its operating valve is in the position II indicated in Fig. 6; and Fig. 10, shows the cock 6 when its operating valve is in the position III indicated in Fig. 6.

In thearrangenient of the driver's brake valve shown as an example -in Fig. 1, a is a pressure regulator of a suitable known construction, which regulator by means oi a membrane or a spring loaded valve autoinatically adjusts and maintains a certain pressure in the pipe 0 corresponding to the adjustment of the rod 5. This rod is moved by moving the operating lever d in the plane of the drawing. In or on the pressure regulater a closing device 6 is provided, which is operated by moving the lever (Z perpen dicularly on the plane of the drawing.

Fig. 2 shows the filling position (the operating" position) with the wide opening 2. shows the driving position with the narrow opening 5, and Fig. 4 shows the clo ing position. The device is arranged in such a manner, that these three different positions can be adjusted in the above said succession.

By means of a device (not shown) for limiting the stroke of the rod F) or of the parts attached to said rod, the air pressure in the main air pipe will not be reduced below a certain degree.

Figs. 5, 6 and 7 show a special manner oi execution or modification of the invention. Fig. 5 showing the drivers brake valve in section, Fig. 6 a plan view of the same, partly in section on the upper part, and 7 a side view of part oi the same in section, vertically on the section in The drivers brake valve consists of a balancing piston 72, wither rod 71 provided vith a spring stop 70. which rod 7) can be adjusted by means or thelink 1", the lever s, the bolt 6 and the lever 0. Slidably on the piston rod 7) is arranged a regulating piston valve 9, which is provided with a hol low portion a and a channel 0. Between the stop 71; and the regulating piston valve 7 a spring 2' is provided, which regulates the pressure in the main air pipe corresponding to the adjustn'ient ol' the balancing piston 72., and which is slightly tensioned by the lowest pipe pressure completely tensioned by the maximum pipe pressure. These devices are mounted in acase a, which is provided with an inlet a pipe outlet (1, an outlet u and the hollow por tions 1). in, y. In the case a is mounted a cylindrical slide jacket 1, which is provided with the inlet channels 1%, o andthe outlet channels p. The driv-ers brake valve also is provided with a closing cool; c with the wide opening and the narrow opening 5, further with asmall toothed wheel 1, with a casing :2, which is screwed to the case a and is provided with the lid 3, and with a cylindrical member i, which is provided with the toothed segment 5 and toothed rib t5, and on which member the operating lever (Z is rotatabl mounted.

This operating lever is provided with an attaching device 7, which under influence of the spring 8 engages with the toothed rib 6. The rib is provided with two displace able stops 9 and 10 which are attached in the holes 11.

The action of the driveris brake valveis as follows:

When the operating lever (Z is brought by the engine driver into the position shown in Figs. 5 and 6, thecompressed air passes from the main air receiver on the locomotive, in which receiver a constant pressure, of. for instance, 8 atmospheres, is maintained, through the inlet f and the opening in the closing and regulating cock 6; further through the hollow portion 1) in the case a and the channels m in the slide jacket 7, which channels are opened by the regulating piston valve 9; further through the hollow portion n in the valve g; through the channels 0 in the slide jacket Z; and through the hollow portion 10 to the outlet 0, which is connected to the main air 'l he compressed air passes into the main air pipe during such time and the pressure in the pipe has reached, for instance, three.

atmospheres. Thereafter the pipe pressure, which, owing to the channel malso in the spacebet-wcen the regulating valve :7 and the balancing piston k. displaces the regulating piston downwards into its closing position, when the axial force acting on the regulating valve owing to the pipe pressure, h s been equal to the tension in the spring i. This force does not cause any outer pressure on the piston rod 7'), astliis is balanced by the pressure caused by the pipe pressure on the balancing piston In, said force only evinces itself as inner tonsion (tension in the material) in the rod 5. lVhen the engine driver moves the oper ating lever upwards also the balancing piston is moved upwards. The regulating piston g :tollows this movement. as the air pressure always keeps the regulating piston in balance, the piston thereb opening the inlet channels 027. Thus compressed air from the main air receiver on the locomotive again can pass for a time into the main air pipe until the pressure in thepipe has increased so much thatnthe axial air pressure displaces the regulating valve hack to its closing position, and when the aXial force acting on the regulating valve owing to the increased pipe pressure has been equal tothe high-er tension caused in the sfr ring 2'. hen the operating lever brought almost in its "upper position, the normal pressure of, for instance, five atmospheres is obtained in the main air pipe. hen the operating lever is moved :lurther upward as well the balancing piston h as also the regulating valve 9, for instance, by atmospheres pipe pressure are forced to move correspondingly, as the regulating valve will stop against'the stop 9 on the pistonrod 2), whereby the spring a will not come into action. The compressed air in the main air receiver with a pressure of say 8 atmospheres is now unopposed can pass into the main air pipe through the inlets in.

When the operating lever (Z is again moved downward, the balancing piston h and the regulating valve 9 also are moving downward, and the said valve closes the inlets m .and opens the outlet channels p. Then the air can pass out 01'' the main air pipe until the reduced tension in the spring 1' exceeds the reduced pipe pressure, thereby displacing the regulating valve back into its closing position. "When the operating lever (Z is moved further downward, the same operations are repeated, viz, each position of the operating lever (Z and the piston rod 6 respectively corresponds to a. certain reduced pressure of the compressed air in the main air pipe.

hen the lever (Z is moved from the position say for three atmospheres and further downward, the balancing piston it stops against the regulating valve g, whereby the spring 2' comes quite out of action, and as the regulating valve 9' has opened the outlet channels 79 the compressed air in the main air pipe can suddenly entirely exhaust.

When the operating lever (Z is turned in the other plane round the case 2, the previous adjustment of: the operating lever remains unchanged, and by means of the toothed segment 5 of the member the toothed wheel and the closing and regulat= ing cock 0 are turned correspondingly. Fig. 8 shows the'position of the cock 6 when the operating valve 03 is in the position I (see Fig, 6), viz, the filling and the operating position respectively with the wide opening a in action. Fig. 9 shows the same when the operating lever isin the position 11, viz, the driving position with the narrow openiug ('5 in action. Fig; 10 showsthe same with the operating lever in the position 111, viz, the closing position. a

In order to maintain the operating lever (Z in each adjusted position in the regulation ol the pipe pressure, the lever is provided with a common or usual stop device 7.

For regulation of the speed of the air passing into and out of the drivers brake valve, in the inlet and outlet channels as above said there can be provided throttle devices of a suitable construction, which devices jointly or separately can be operated by hand. These throttle devices, however, are not shown on thedrsm'ings owing to the fact that they form no part of this iiiventiou and are of usual construction.

In order to limit the movement of the lever (Z in the plane of the drawing, also as above said there are provided for instance, two displaceable stops 9 and lOwhich can be attachedin the holes 11 in the toothed rib 6.

Having thus described my invention, what I claim is 1. In combination in a railway train braking system, a compressed air reservoir, a main air pipe taking air therefrom, a drivers brake valve provided with a pressure regulator automatically regulating the air passing in or out of the main pipe, each position of the operating lever of the drivers brake valve in one plane corresponding to a certain pressure in the main pipe, said regulator being between the main air line and the regulator cock in the drivers brake alve, the adjustments necessary'lor the filling, driving and closed positions in the regular operation of a compressed air brake, be

ing obtained by means of the regulator coclt by moving the operating lever 01' the drivers brake valve in another plane.

2. In combination in a railway train braking system, a compressed air reservoir, a main air pipe taking air therefrom, a drivers brake valve provided with a pressure regulator automatically regulating the air passing in or out of the main pipe, each position of the operating lover of the drivers brake valvein one plane corresponding to a certain pressure in the main pipe, said regulator being between the main air line and the regulator cock in the drivers brake valve, the adjustments nee ssary tor the filling, driving and closed positions in the regular-operation of a compressed air brake, be ing obtained by means of the regulator cock by moving the operating lover of the drivers brake valve in another plane, said I'Ggllltltfll cock of the said brake valve having a plurality of passages thcrethrough to give in the operating position a wide inlet opening, in the driving position a narrow inlet opening, and in the closing position no inlet opening to the pressure regulator.

3. In combination in a rail my train braking system, a COlTlIH'BSFICtl air reservoir, a. main air pipe taking air therefrom, a

driveflsbrake valve provided with a pres the adjustments necessary for the filling,

driving and closed positions in the regular operation of a compressed air brake, being obtained by means of the regulator cool; by moving the operating lever of the drivers brake valve in another plane, with adjustable stops for limiting the movement of the operating lever the lilte,whereby a predetermined pressure in the main air pipe is maintained, which point can be adjusted as desired.

4. In combination in a railway train braking system, compressed air reservoir, a main air pipe taking air therefrom, a drivers brake valve provided with a pressure regulator automatically regulating the air passing in or out of the main pipe, each position of the operating lever of the drivers brake valve in one plane corresponding to a certain pressure in the main pipe, said regulator being between the main a r line and the regulator cock in the drivers brake valve, the adjustments necessary for the tillcertain pressure in the main pipe, said regular operation of a compressed air brake being obtained by means of the regulator cock by moving the operating lever ot' the drivers brake valve in another plane, a regulating piston valve 9 being pressed by the pipe pressure against a stop g on the piston rod and by the tension of the sprin a against the balancingpiston it respectively, whereby the regulating piston valve is moved positively when the operating lever is moved outside the normal position.

5. In combination, in a railway train braking system, a compressed air reservoir, a main air pipe taking air therefrom, a drivers brake valve provided with a pressure regulator automatically regulating the air passing in or out of the main pipe, each position of the operating lever of the drivers brake valve in one plane corresponding to a certain pressure in the main pipe, said regulator being between the main air line and the regulator cock in the drivers brake valve, the adjustments necessary for the filling, driving and closed positions in the regular operation of a compressed air brake, being obtained by means of the regulator cock by moving the operating lever of the drivers brake valve in another plane, the operating lever (d) being mounted in a movable memher l), which is provided with a toothed.

rib or the like, and a stop device (7) for the operating lever when the pipe pressure is regulated, the lever ((1) being pivoted on the bolt in the member l) while this member a is rotatable round the case (2), which is perpendicular on the bolt (t) where by independently or the first regulation of the pipe pressure, it is possible to make the necessary adjustments of (1) the filling and operating position respectively, (2) the driving position, and (3) the closing position for the closing device (6) by movement of the operating lever (CZ) in another plane perdriving and closed positions in the regular operation or a compressed air brake, being obtained by means of the regulating cock by moving the operating lever of the drivers brake valve in another plane, said regulator cock of the said brake valve having a plurality 0t passages therethrough to give in the operating position a Wide inlet opening, in the driving position a narrow inlet opening, and in the closing position no inlet opening to the pressure regulator, the times for reduction and increases of tee pipe pressure being regulated according to the conditions, i. e., for express trains shorter, and for goods trains longer, by adjusting the areas of the outlet and inlet openings of the drivers brake valve by hand, thus rendering the otherwise necessary adjustments of the brake regulating valves on the single cars unneces' sary.

In testimony whereof I atfix my signature.

WAR OLAF GEORG DRULSHAMMER. 

